Metal end structure for railway-cars.



w. P. MURPHY. METAL END STRUCTURE FOR RAILWAY CARS.

. APPLICATION FILED JAN.5, 1912 1,067 053. I 1913.

2 SHEETS-SILEET 1.

Patented July 8,

W. P. MURPHY. METALBND STRUCTURE FOR RAILWAY CARS. APPLICATION 1ILBD-JA1L5, 1912.

111 067 3 Patented July 8, 1913.

2 SKEETS-SHEET 2.

I citizen of the United States, residing at Chithe placeof theus ial wooden end; which 4511 i fwhichare ltoo lighto from the normal structure for the same which. is made en'- -figuration is well adapted to withstand the strains due particularly to the thrusts of the likely,in the case of wooden box cars of ordi- "the ends by repeated vibratory movemt-ints age.

UNITED srarnsna rnnr a W L R are O I 1w 0' 'I'L i e I ""1 Iv n'rAL inn) sriti crun Be it known that I, lVAL'TER RMURPIIY', a

cage, in the county of Cook and State of Illinois, have invented certain new anduseful Improven ents" in Hetal End Structures for Railway Cat-ant which the following is were a -ii My invention relatesto railway cars, and has for its object to provide a novel end tirely oflvn etalz which can,v if desired, be secured to the ordinarywooden box car to take Will be absolutelyzwater proof; which, fur t'hermore,,by its peculiardesign and constrains and shocks to which the ends of freightcars are subjected in service; and which, finally, can be cheaply manufactured and readily and conveniently attached either to a carwhen first constructed or to an old car when the wooden end of thesaine has become so much damaged and injured as to require replacement.

- The ends-0f freight cars are subjected in service to very violent and heavy shocks and cargoes of the cars when the train starts or steps, and these shocks and strains are very nary construction, to soon prove destructive to the endsof'the car by breaking out the sheathing or tearing it from theitramework to which it is attached. This tendency oi? the load within the car to injure and destroy and concussions is, of course, enhanced by a defective condition of the dratt gearswvlncli' may result either from theuse of springs weakening of the draft spring which inevitably comes with continued use. Any considerable injury to the end sheathing of a wooden box car, besides involving "the expense of repair, gives opportunity for theft and what is perhaps more important, incapacitates the car for use in carrying grain in bulk without the danger of loss by leak- It has been said that on the average every box car in the United States makes six trips 21 year as a grain carrier, and whether or not this be an absolutely accurate state mcnt it true that box cars are very largely used for that purpose and statistics show a lication filed January 5, 1912.

E" antiwar-cans.

Letters Past.

Serial No. 669,638.

that the losses of grain in transit due to leakage and particularly to leakage through the broken or otherwise defective ends oi.

the cars is very considerable. In providing an end structure for box cars it is, therefore, of the utmost importance, first, that the configuration of theend sho uld be such as to minimize the destructive (diameter of the thrusts of the cargo and, second, that the end should be so attached to the body of the car that it cannot be detached, dislodged or vforced away from the same so as to permit even a small leakage of grain when the car is employed as a grain carrier. In addition, the end structure must be water proofand should be comparatively cheap to manufacture and easily attachable to a car of ordinary construction either when the sanicis originally built or in replacement of "a broken or damaged wooden end. Ancnd structure effectively accomplishing these dcfsirahleresults is shown in the accompanyin; drawings in w'liich Figure l is an end elevation of a car,

showing one preferred embodiment of my invention; 2, a sectional view taken on line 22 ot Fig. 1, looking in the direction of the arrows; Fig. 3, a sectional plan taken on line of Fig. 1; Fig. 4, a fragmentary end elevation showing a modification, and Fig. a sectional view taken on line S p-of Fig. 4, looking in thedirection of the arrows.

Like characters otreference indicate like parts in the several figures of the drawings,

Referring first to Figs. 1 to 23 inclusive, 1O designates an upper plate and "11 a lower plate, these platesbeing curved or shaped so" that thcyitorin together a uniformly protuberaiit or convex end structure closing the end of the car. By giving the end of the car this configuration it will be seen that the thrust of the cargo, when the car is stopped or started, is not and cannot be exerted directly, that is to say, perpendicularly or radially against any point on the area of the end except at its mathematical,center; or in other words, the thrust.- of the cargo always has a lateral component which is absorbed, diminishing the forward thrust and so minimizing the tendency of the cargo to break out the end or tear it'from its attachment to the car. For example, it the car is loaded in part, say, with lengths of pipe, or other ar- .-tifeles of the sort peculiarly liable, by their r cemes July as, 1913..

l v tendency toshift longitudinally, to damage the ends of'the car, the-impingement of the ends of the pipe-will be agaiilstthe inner surface of the end onj-n'oi' ra ia-l lines so that the blow struck is not a direct-blow but to a certain extent a glancing blow; and this :will be true no matter in 'What .plae inthe' car the pipe or otherarticle may be, whether 'at one 'sideorithe other,'or higher or lower unless, ofcourse, it chance to lie exactly in line with the mathematical center of the curved surface. If under these circum-,

m stances the thrust against the. e'ndiscontinued it -can be only on condition, that the pipe or other article which is-exerting the thrust be capable of shifting toward the cenf ter of the car and, of-course, each part of the load-of the car counteracts and checks the.

tendency of every other part to so move. In

this way the thrust of the' cargo on the end andthe dangeroi the latter being broken out'ortorn from its attachments are mininiized It; vill'be understood that With the end of the'car rectangular the convexity need not and preferablywill not becarried into the corners The extreme corners of the "to-the end plate 13 of the car in any suitable" end structure will, under ordinary circumstances, be strong enough to take any stress that inay be exerted against them due to the fact that the end structure is securely attached at'all its edges'to the car body;'

though if desired the corners. of the plates might be suitably corrugated or otherwise reinforced. v

The upper edge of sheet 10 is'preferably formed with a flat flange 12'wliic'h is secured manner. The lower margin-of sheet 11 is preferably ,inturne'd to. form a flanged-4' which intervenes between the flooring 15 of 4 the car and the end sill 16 to which latter 1 is securedby any suitable fasteningdevices. Similarly the side margins of the sheets are the upper plate 10;

' fOIIDBd with the angular flanges -17 ,which are. secured to the corner posts 18', the latter being preferably gained out, as shown in Fig. 3.. so as to bring the flanges of theplates and their attaching devices within the planes of'the side sheathin '19, A fascia 20 is provided whichever aps the flange 12 on In order to insure a water tight connection between the plateslO and 11 theforiner 7 may be formed with anangularfiange 21 to ogos;

which isrivetedrthe outstanding flange 22 on the .n iccting edge of the lower plate.

construction in which the end structure is IIJRdC-"QP-Of two plates or sections 23 each extend ng from top to bottom of the car and cal line, the plates or sections being formed with flanges-24 attheir meeting edges-which ,viously described; and is preferably formed V at its margins with the flange 25 for attachbiilk. The end structure of my intention ispreferably made in inore'thaii one section of metal.'

'lclaimz.

v 1. The combination witlia railway bo'x car, of a metal endstructure for the same comprising-two sheets of -metal and means for securing said'sheets together which pro nietricallyacross the-end structure, t'liemarg-ms of said end structure beinggfiat and the for securing said end structure to the car. 2 A metal end structure tor ra lway box cars-whichisuniformly protuberant or convided with flanges at its sides and top adaptedto be secured to the corner posts. and end plate, respectively, ofthe car,; and with an .venes between the flooring of tlie'ear and the -e nd sill and securedtothe latter; I h

' I V WALTER 1 .-M'UiiPi-ii: Witnesses: v

- 'Vm'rois E.v SISSON,

being joined together along a central vertiare riveted one to another. 'The end thus constituted is uniformly protuberant or con; 'vex as in the case of the 'constructionprc- By providing the structures above de- "ing atthis point when filled -with grain invides also a reinforcing rib extending an center partbeing uniformly protuberant or; convex for the purpose specified," and means In Figs. 4; and 5 I have sh'own a modifietL merit to the 'end plate, the flange 26 for a't--- because of the difficulty and expense of iorniing as large a structure as this of oncshect -vex .for the purpose specified and is 'prt i-oo inturned flange at tliebottoin which intcr- 

